U.S. patent number 3,911,878 [Application Number 05/464,327] was granted by the patent office on 1975-10-14 for internal combustion engine having continuous combustion.
This patent grant is currently assigned to Volkswagenwerk Aktiengesellschaft. Invention is credited to Peter Hofbauer, Bernd Wiedemann.
United States Patent |
3,911,878 |
Hofbauer , et al. |
October 14, 1975 |
Internal combustion engine having continuous combustion
Abstract
In an internal combustion engine including a plurality of
cylinders a piston is arranged for reciprocating movement in each
of the cylinders, a separate combustion chamber coupled to the
cylinders toward the end of each compression cycle when the piston
is in the vicinity of its upper dead center for exchanging the
compressed air within the respective cylinder with the combusted
air-fuel mixture of the combustion chamber, wherein the coupling
includes a transit valve for each cylinder, a switching arrangement
coupled to the valve for coupling the valve to the combustion
chamber to an input thereof at a predetermined instant for guiding
the compressed air to the combustion chamber and with an exit
opening of the combustion chamber at another predetermined instant
for guiding combusted air-fuel mixture from the combustion chamber
to the cylinders.
Inventors: |
Hofbauer; Peter (Wolfsburg,
DT), Wiedemann; Bernd (Wolfsburg, DT) |
Assignee: |
Volkswagenwerk
Aktiengesellschaft (Wolfsburg, DT)
|
Family
ID: |
5879269 |
Appl.
No.: |
05/464,327 |
Filed: |
April 25, 1974 |
Foreign Application Priority Data
|
|
|
|
|
Apr 26, 1973 [DT] |
|
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2321060 |
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Current U.S.
Class: |
123/80R;
123/80BB; 123/275; 123/292 |
Current CPC
Class: |
F02G
1/02 (20130101); F02B 19/02 (20130101); F02G
3/02 (20130101); Y02T 10/12 (20130101) |
Current International
Class: |
F02B
19/02 (20060101); F02G 1/00 (20060101); F02B
19/00 (20060101); F02G 3/00 (20060101); F02G
1/02 (20060101); F02G 3/02 (20060101); F01L
007/00 () |
Field of
Search: |
;123/8R,8BA,8BB,8D,81R,81D,81B,19A,19BD,19BF,32ST,32K,32C |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: O'Connor; Daniel J.
Attorney, Agent or Firm: Marmorek; Ernest F.
Claims
Having thus described the invention, what we claim as new and
desire to be secured by Letters Patent, is as follows:
1. In an internal combustion engine including a plurality of
cylinders, a piston arranged for reciprocating movement in each of
said cylinders, a combustion chamber, means for coupling said
plurality of cylinders toward the end of each compression cycle
when the piston is in the vicinity of the upper dead center thereof
for exchanging the compressed air within the respective cylinder
with the combusted air-fuel mixture of said combustion chamber,
wherein said coupling means comprises a transit valve means for
each cylinder, a switching arrangement means coupled to said
transit valve means for coupling said transit valve means to said
combustion chamber to an input thereof at a predetermined instant
for guiding compressed air to said combustion chamber and with an
exit opening of said combustion chamber at another predetermined
instant for guiding combusted air-fuel mixture from said combustion
chamber to said cylinders.
2. The combination as claimed in claim 1, wherein said switching
arrangement comprises a rotary valve means, means for coupling said
rotary valve means to the crank shaft of the engine for imparting a
rotation of said rotary valve means, said rotary valve means
comprising a pair of transit openings formed in said rotary valve
means in a plane lying perpendicular to the axis of said valve
means for communicating one of said bores at a predetermined
position of said rotary valve means with said transit valve means
and said input opening of said combustion chamber and at another
position of said rotary valve means communicating said transit
valve means with said exit opening of said combustion chamber.
3. The combination as claimed in claim 2, wherein said pair of
bores are formed in said rotary valve means in a plane lying
transverse to the axis of said rotary valve means, each of said
bores alternately communicating said transit valve means with said
input opening of said combustion chamber and with the exit opening
of said combustion chamber.
4. The combination as claimed in claim 2, wherein said pair of
bores are formed in said rotary valve means in a pair of transverse
planes axially offset with respect to each other, one of said pair
of bores communicating said transit valve means with the input
opening of said combustion chamber and the other of said bores
communicating said transit valve means with the exit opening of
said combustion chamber.
5. The combination as claimed in claim 1, wherein said means
coupling said rotary valve means to said crank shaft apply a
rotation to said rotary valve means at a fixed relationship between
the numbers of revolutions of said crank shaft and of said rotary
valve means.
6. The combination as claimed in claim 1, wherein said switching
arrangement comprises a single rotary valve means for said
plurality of cylinders, said cylinders being arranged in a row.
7. The combination as claimed in claim 1, wherein said transit
valve means comprises a cylindrical valve body formed and operated
as a piston, a transit opening formed in the cylinder head of said
engine for receiving said valve body therein.
8. The combination as claimed in claim 1, wherein said transit
valve means is made from a hard ceramic material.
9. The combination as claimed in claim 1, wherein said switching
arrangement is made from a hard ceramic material.
Description
FIELD OF THE INVENTION
The present invention relates to an internal combustion engine
having a plurality of reciprocating pistons and which is provided
with means for continuous combustion according to which each
cylinder toward the end of the compression cycle in the vicinity of
the top dead center of the piston is connected by conduits with a
combustion chamber in order to exchange the compressed air which is
in the cylinder with the combusted air-fuel-mixture which is in the
combustion chamber.
BACKGROUND OF THE INVENTION
A combustion engine operating according to the above principles
became known from German laid-open application DOS No. 1,776,047.
In this known arrangement a rotary or axial piston having a
rotating housing and having a plurality of pistons is described, in
the operating or combustion spaces of which a two-cycle combustion
process is performed in such a manner that the fresh air which is
blown into the cylinder in the vicinity of the bottom dead center
of each piston becomes compressed and in the vicinity of the top
dead center it is forced over into a combustion chamber and,
subsequently, the combusted gas coming from the combustion chamber
performs work in the operating space in the course of an expansion
step and, becomes exchanged with fresh air in the course of a flush
step in the vicinity of the bottom dead center of the piston. The
advantage of this last-mentioned process resides in that the fuel
which is added to the compressed air in the combustion chamber can
be completely burnt in a continuous combustion process at a steady
flame so that the components of noxious byproducts of the
combustion as they appear in the exhaust gases leaving the
combustion engine is relatively small. As a result such process or
principle is especially applicable to motor vehicles having
internal combustion engines to which, in order to prevent a
contamination of the atmosphere of the environment, higher and
higher requirements are made as to the permissible quantity of
noxious materials present in the exhaust gas. Such requirements in
conventional motor vehicle engines having a discontinuous
combustion can be met only by overcoming great difficulties and at
a great deal of expenses.
In the above-mentioned reference for the practicing of the
above-mentioned principle of continuous combustion a so called
axial piston internal combustion engine with the pistons provided
in a rotating drum is provided which is, however, a very unusual
engine. The controlling of the exchange of the gases between the
operating or combustion spaces and the combustion chamber at the
vicinity of the upper dead center of the piston is performed in
that the combustion chamber is arranged in a fixed portion of the
front side of the engine and that the combustion chamber is
provided with inlet and outlet apertures operating with the
rotating operating spaces and which valves are controlled by the
outer walls of the rotating operating spaces which pass in front of
such valves. The disadvantage of such known engine resides in that
in order to provide an environment for practicing the
above-described operating process, which incidentally, is very
advantageous from the viewpoint of clean air requirements, a very
unusual engine is provided which consists of operating parts
entirely uncommon compared to known operating parts of a
conventional reciprocating internal combustion engine.
Another embodiment of a combustion engine to practice the
advantageous continuous combustion process became known from U.S.
Pat. No. 3,577,729 issued May 4, 1971 which employs a conventional
reciprocating internal combustion engine, however, the entire
process which is a four cycle process is performed in two different
cylinder. According to such arrangement into one of the cylinders
the fresh air is sucked in and is compressed and, towards the end
of the compression cycle it is forced over into a combustion
chamber while in the other power cylinder, the quantity of gas
which is fed from the combustion chamber at the vicinity of the
upper dead center of the piston becomes expanded and will be forced
out in the subsequent cycle.
The control of the gas exchange is performed substantially with the
help of valves. For example, the compression cylinder is provided
with an inlet valve and with a small outlet valve for the
compressed air, while the expansion or power cylinder is provided
with an inlet valve for the hot combusted gas coming from the
combustion chamber which is under pressure and also is provided
with an outlet valve for the expanded exhaust gas. In addition to
the fact that the valve between the combustion chamber and the
expansion space of the power cylinder is heavily loaded from the
thermal viewpoint since it is flushed by gases which have a process
temperature approximating the maximum temperature present and also
due to the fact that there is a sharp separation between the cold
and the hot cylinders under the circumstances, which facts can be
considered as disadvantageous, in this known engine construction
the controlling of the air supply to the combustion chamber and the
return of the combusted gas to the power cylinder by means of
valves can be accomplished only with extreme difficulties. More
specifically the forcing of the compressed air and the return of
hot combusted gases for the performance of work must be performed
within a very small crank angle difference of the crank shaft,
therefore, the opening and closing times of such valves are very
small. Under the term crank angle differnce one should understand
the angle difference between two positions of the crank shaft.
Because each angular position of the crank shaft as rotated between
the angles 0.degree. and 360.degree. corresponds to a specific
position of the piston within the cylinder barrel the crank angle
difference also defines the difference between two positions of the
piston within the cylinder barrel. Regarding the number of
revolutions of the crank shaft the crank angle difference finally
expresses the time difference between two positions of the piston
within the cylinder barrel or generally between two fixed
occurrences occurring in the course of the piston stroke as for
instance the opening or closing of an entry or exit valve. For
example, in the last-mentioned engine construction one can
immediately see after a short consideration that the maximum
allowable open period of the air inlet and the gas inlet valves
expressed in crank angles in the case of an infinitely large
kinematic compression ratio is expressed by the following formula:
##EQU1## wherein .alpha..sub.uo is the crank angle difference which
corresponds to the open period of a valve which performs the
forcing over of the gases, and .epsilon..sub.t is the thermodynamic
compression ratio. For a thermodynamic compression ratio of
.epsilon..sub.t = 16 the maximum allowable open valve crank angle
.alpha..sub.uo becomes 30.degree. under conditions that an
infinitely large kinematic compression ratio is present, which is
practically unattainable. Such small crank-angle values for the
opening of the transit valve, that is, for the air outlet and gas
inlet valve require that the opening and closing process of the
valves should occur in the fashion of snapping or striking closure
and opening. This would lead to an extremely high mechanical load
on the valve components. Furthermore, one should consider that at
least the gas inlet valve is exposed to the very high temperatures
of the combusted gases coming from the combustion chamber.
SUMMARY OF THE INVENTION
It is, therefore, an object of the present invention to provide an
improved internal combustion engine of the above-described type in
which the above-noted disadvantages associated with the known
combustion engines become eliminated and, in which it becomes
possible that the gas exchange at the region of the upper dead
center of the piston can be performed without exceeding the
desirable mechanical and/or thermal load limits for a combustion
engine.
According to the present invention the gas exchange in each
cylinder is performed by a gas exit opening controlled by a transit
valve and including also a subsequently following switching device
which connects alternately the gas exit opening with a combustion
chamber entry or exit opening.
According to the present invention one will attain that the opening
time and period of the gas exit or transit valve which controls as
well, the air exit as the gas entry, can be doubled since such
common transit valve will open at the beginning of the transit of
the compressed air and closes only when the entire required
quantity of the combusted gas is present already in the operating
space. The proper selection of the entry or of the exit opening of
the combustion chamber is performed by the additional switching
device whereby an advantageous subdivision of the total performance
is attained by the arrangement according to the present invention.
For example, the switching device is totally pressure load-free
since only the pressure difference existing between the combustion
chamber entry and the combustion chamber exit is effective on it,
while the variable operating space pressure is taken up by the
transit valve which is appropriately dimensioned to be exposed to
such effects. Furthermore, the transit valve by having the
intermediate switching device between itself and the combustion
chamber, is isolated from the combustion chamber so that the
transit valve itself is substantially free from thermal loads. The
thermal load will fall substantially on the switching device which
can be cooled substantially better and simpler than the valve
could.
According to the present invention, the switching device can be
made in the form of a rotating valve having transit bores
therethrough which are running transversely to its axis and which
according to a particular position of the rotating valve will
communicate the gas transit opening with a passage going to the
entry opening of the combustion chamber or with a passage going to
the exit opening of the combustion chamber. Such rotating valve can
be used very effectively since as mentioned above, the switching
device due to the fact that the transit valve is preceding it, is
substantially free from pressure loads and can be cooled in a
relatively simply manner.
According to the present invention a pair of transit bores can be
provided in a plane lying perpendicularly to the axis of the
rotating valve which alternately communicates the gas transit
opening with the combustion chamber entry or the combustion chamber
exit opening. Inasmuch as in such embodiment for the rotating valve
the pair of transit bores lie in a plane such bores become
alternately loaded by hot and cold gas streams, therefore, such
construction represents an ideal solution to the thermal loadings
for the rotating valve.
According to the present invention the pair of transit bores can be
provided also in transverse planes offset with respect to each
other in the axial direction and according to which the gas transit
opening becomes communicated with the combustion chamber entry
opening always by one of the transit bores of the rotating valve
and the other transit bore of the valve will always communicate the
gas transit opening with the exit opening of the combustion
chamber.
Still according to the present invention a very simple
constructional solution can be obtained in that a common rotating
valve is used for all cylinders of the internal combustion engine
which lie in one row.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will become more readily apparent from the
following description of the preferred embodiments thereof shown in
the accompanying drawings, in which:
FIG. 1 is a longitudinal cross sectional showing of the cylinder
head of a combustion engine employing the principles of the present
invention;
FIG. 2 is a horizontal section taken along the lines II--II of FIG.
1; and
FIG. 3 is a plan view of a schematic illustration of an internal
combustion engine having four cylinders in a row and employing the
principles of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
With reference to FIG. 1 it is seen that a reciprocating piston 1
is placed in a cylinder 2 which during its reciprocating movements
within the cylinder 2 forms an operating space 4 having a variable
volume and closed at one end by a cylinder head 3. The operating
space 4 receives fresh air through an input conduit 5 which is
arranged in the cylinder head 3. The entry of the fresh air into
the conduit 5 is controlled in a known manner by means of a valve
6. With reference to FIG. 2 it can be seen that an exit valve 7
controls the exit of the exhaust gases at the end of the operating
process and which by means of an exit conduit 8 leave the operating
space 4. According to the present invention a gas transit opening 9
terminates into the operating space 4 and which is controlled by a
valve 10 which in turn communicates the opening 9 over a conduit 11
with a switching or rotary valve means 12 operating as a control
switching device and which is arranged in the cylinder head 3. Such
rotating valve 12 which is rotating in the direction of the arrow
13 is provided with transit bores 14 and 15 which, in the
illustrated embodiment, lie in a plane which lies perpendicularly
to the axle of the valve 12. According to the position of the
rotating valve 12 its transit bores 14 and 15 connect the conduit
11 with a conduit 16 going to the entry opening of a combustion
chamber 17 or alternately with a conduit 18 going to the exit
opening 20 of the combustion chamber 17. The combustion chamber 17
can be constructed separately or arranged integrally within the
cylinder head 3. The combustion chamber 17 has associated therewith
an injection arrangement which is in the form of a fuel supply
device 21 and a spark device 22 in order to commence the combustion
process within the chamber 17.
The operational process performed by the internal combustion engine
employing the principles of the present invention is as
follows:
The engine in the illustrative embodiment operates on a four cycle
principle according to which in the first operating cycle fresh air
is sucked in through the entry passage 5 through the open inlet
valve 6. During the second cycle the sucked-in air quantity becomes
compressed and will be forced over into the combustion chamber 17
through transit valve 10 when the piston 1 reaches the vicinity of
its upper dead center. Subsequently the forcing over of a quantity
of hot combustion gases under pressure is effected from chamber 17
into the operating space 4, where after the closing of the valve 10
during the third cycle of the operating process the expansion of
the energy rich hot exhaust gas will take place along with
performing work on the piston 1. As the last cycle, the exhaust of
the combusted and expanded exhaust gases will take place in the
known manner through the open exit or outlet valve 7 and through
the exit passage 8 through the muffler of the engine.
During the exchange of the relatively cold compressed air with the
hot combusted gases of chamber 17 which exchange starts a few crank
angle degrees before the piston reaches its upper dead center and
will be completed a few crank angle degrees after the piston left
the upper dead center, the transit valve 10 is fully opened. During
this time the connecting conduit 11 is in communication over the
gas exit opening 9 with the operating space 4 and according to the
controlled positioning of the rotary valve 12 hereinafter described
it becomes connected with the entry opening 19 of the combustion
chamber 17 for a predetermined time and then with the exit opening
20 of the combustion chamber 17, during which alternately the
conduits 16 and 18 are in the operating path.
In FIG. 1 the combustion engine is illustrated in a position in
which the piston 1 is in its upper dead center. At this instant the
transit valve 10 is open and the rotary valve is in an intermediate
position in which the conduit 11 is not yet connected with the
combustion chamber 17. During a further movement of the piston 1
away from the upper dead center the rotary valve 12 is driven by
the crank shaft 28, by means which will be hereinafter described,
will rotate further in the direction of the arrow 13 whereby the
transit bore 14 by means of the conduit 18 and the connecting
conduit 11 connects the exit opening 20 of the combustion chamber
with the operating space 4 whereupon a quantity of the combusted
gases will be removed through the exit opening 20 from the
combustion chamber 17 to the operating space 4. Shortly before the
position of the pistons as illustrated in FIG. 1, the rotary valve
12 was in a position in which through the transit bore 15 the
connecting conduit 11 was connected with the conduit 16 going to
the entry 19 of the combustion chamber 17 and letting compressed
air from the operating space 4 into the combustion chamber 17.
In the combustion chamber 17 first the compressed air is supplied
with fuel from the fuel injection device 21 and then the
air-fuel-mixture is combusted within the combustion chamber in a
continuous combustion process, that means in a combustion with a
permanently burning flame. The spark plugg 22 is only provided in
order to commence the combustion process within the chamber 17.
The rotary valve instead of being made with a pair of transit bores
14 and 15 which lie in a transverse plane, as above described in
the illustrated embodiment and which, when the valve 12 is rotated,
alternately conduct the hot or the cold gas stream, the rotary
valve 12 can be constructed also in a manner that the transit bores
14 and 15 will lie in a pair of planes which are axially displaced
with respect to each other and will conduct always the same type of
gas stream, that is, either the cold air or the hot gas. Such type
of operation could be had also with the illustrated embodiment of
the rotary valve 12 by, for example, designing an appropriate drive
for it or an appropriate translating ratio for its rotation. The
alternate embodiment for the rotary valve 12 which has been just
described, that is, the one where the passages 14 and 15 would be
flushed always by a similar gas, that it the same passage by the
hot gas while the other by the cold gas, it could have the
advantage with respect to the existing embodiment that it would
have a better gas transferring efficiency since a smaller amount of
unused fresh air would be forced back into the operating space by
the oncoming or return stream of the combusted gas coming from
chamber 17.
It is also possible within the scope of the invention that instead
of the described rotary valve 12 a completely different rotary
valve be used which would connect the communicating passage or
conduit 11 in an appropriate manner, that is, in a consecutive
fashion, with the conduit 16 or with the conduit 18. In either case
the principle of the present invention requires that a control of
such switching device including the rotary valve 12 must be such
that when the transit valve 10 opens up just before the piston 1
reaches its upper dead center, the communicating conduit 11 with
which the conduit 16 going to the entry 19 of the combustion
chamber 17 is connected must be switched over to the exit conduit
18 of the combustion chamber 17 just about when the piston 1 is in
its upper dead center. The drive of the switching arrangement
including the rotary valve 12 is accomplished preferably from the
crank shaft of the engine, not shown, in analogous manner as the
actuation of the transit valve 10, and can be in the form of a
special drive arrangement having a fixed relationship of the number
of revolutions with respect to the revolutions of the crank shaft
of the engine. For example, the transit valve 10 is an analogous
manner as the input 6 and exhaust valves 7 of the engine is driven
by a special cam shaft which, for example, can have one-half the
number of revolutions compared to the number of revolutions of the
crank shaft of the engine in case of a four cycle combustion
engine. In this case the cam which operates the valve 10 must be
constructed in such a manner that the transit valve 10 opens
shortly before the piston 1 reaches the upper dead center and
closes after the piston has left the upper dead center, that is,
during each second rotation of the crank shaft of the engine, which
means that after each compression cycle.
With respect to the drive of the rotary valve 12 the requirement is
that when the transit valve 10 is open the rotary valve 12 must
accomplish the connection of the conduit 11 with the conduit 16
going into the combustion chamber 17 and when the piston 1 is in
its upper dead center the conduit 11 must be connected with the
conduit 18 coming from the combustion chamber 17. This means that
the rotary valve 12 must be driven in a fixed relationship with the
number of revolutions of the crank shaft of the engine.
When the valve body of the transit valve 10 placed in the gas
transit passage 9 is in the form of a cylindrical piston, as
illustrated in the drawing, then the combustion chamber pressure
which effects also the connecting conduit 11 will find
substantially no surface which it could effect disadvantageously,
that is, on which it could act in a manner to force the valve body,
when it is to be opened toward the closed state. For the opening of
the valve 10 in the cylindrical piston shape only relatively small
opening forces are required.
According to a further aspect of the present invention the rotary
valve 12 and/or the valve 10 can be made from a ceramic hard
material. Such ceramic hard materials, in the preferred form
includes aluminum oxide (Al.sub.2 O.sub.3) or if they are other
than oxide ceramic materials, then they come usually in the form of
reaction sintered or hot-pressed silicon nitrides and generally
show a very good hardness quality and thermal characteristics so
that they are excellent in applications like the above-noted valve
elements, here exposed to very high temperatures.
As it is the case with the above-mentioned known internal
combustion engines having continuous internal combustion, also here
in the combustion engine according to the present invention for the
purpose of a complete combustion of the fuel to a state relatively
free from noxious by-products capable of contaminating the
atmosphere, a combustion chamber is employed which is outside of
the operating or combustion space of the cylinder itself. Contrary
to the type of engines illustrated in the prior art references, the
present invention employs a reciprocating piston engine and the
improvements according to the present invention require relatively
small constructional changes on conventional reciprocating engines.
According to the principles of the present invention a valve is
proposed in the form of a transit valve which is exposed to the
pressure loads while the switching device behind it is exposed to
the thermal load of the combustion chamber. This distribution of
the severe loads on elements which can best cope with such severe
loads according to the function they perform, results in a very
exact and reliable controlling of the gas exchange in the region
when the piston reaches its upper dead center. FIGS. 1 and 2
illustrate the application of the principles of the present
invention to a single cylinder of the combustion engine, however,
when a plurality of cylinders are present, which is the case in
present motor vehicle engines, the construction will be as
exemplarily illustrated in FIG. 3.
With reference to FIG. 3 it is seen that the individual cylinders
of the four cylinder engine are numbered 2.sup.I -2.sup.IV. The
input, exhaust and transit valves associated with each cylinder and
placed in the cylinder head 3 carry appropriate prime indications
in addition the respective reference numerals 6, 7 and 10. It is
noted that a common rotary valve 12 is provided for all four
cylinders, and as illustrated here, it is coupled with the crank
shaft 28 by means of a toothed belt 30. The coupling further
includes a sprocket wheel 27 fixed to the crank shaft 28 and a
sprocket wheel 29 which in turn is fixed to the rotary valve 12. It
is noted that the sprocket wheel 29 has a diameter which is four
times the diameter of the sprocket wheel 27 on the crank shaft 28
so that the number of revolutions of the rotary valve 12 will be
one-fourth of that of the crank shaft 28.
From the rotary valve 12 conduits 16.sup.I -16.sup.IV terminate in
a collecting conduit 23 and branch into a conduit 25 which in turn
terminates in the combustion chamber 27 at input opening 19. The
gases flush the combustion chamber 17 by flowing in the direction
of the arrow and undergo a combustion after being mixed with fuel
through the fuel injection nozzle 22, then the hot combusted gases
through the exit opening 20 enter the exit conduit 26 and are
guided into collecting conduit 24 from which through the individual
branch conduits 18.sup.I -18.sup.IV are returned to the control
opening 14.sup.I -14.sup.IV and 15.sup.I -15.sup.IV of the rotary
valve 12.
From the inspection of FIG. 3 one is able to see that the transit
valve 10 is provided for each individual cylinder separately,
however, the rotary valve 12 and the combustion chamber 17 is
common for all cylinders.
It is noted that the nubmer of revolutions of the rotary valve 12
with respect to the number of revolutions of the crank shaft 28 in
the case of a four cycle combustion engine is in the ratio of 1:4,
as already mentioned above, the condition is also present that the
rotary valve 12 has the structure shown in FIG. 1, that is, that
both transit bores 14 and 15 lie in a single plane and they carry
alternately the hot and cold gases. In the event, however, if in
the alternate construction for the rotary valve 12 mentioned above,
the bores 14 and 15 will carry always the same type of gas, that is
one bore will carry always the compressed air to the combustion
chamber 17 while the other will always carry the hot combusted gas
from the combustion chamber 17, then the rotary valve 12 in the
case of a four-cycle four cylinder engine will have a rotation
ratio of 1:2 or 1:1 with respect to the crank shaft 28.
Although the drawings show a combustion engine operating according
to the four cycle principle, the principles of the present
invention apply just as well to a two-cycle combustion engine. In
such case the control of the transit valve 10 and of the switching
arrangement including the rotary valve 12 must be changed in a
manner that the transit valve 10 opens during each revolution of
the crank shaft 28 shortly before the piston reaches the upper dead
center and must close shortly after the piston has left the upper
dead center. As has been noted this is in contrast with the
operation of the valve 10 in the four-cycle engine since it has
been mentioned that in the latter case the valve 10 opens after
each second rotation of the crank shaft.
We wish it to be understood that we do not desire to be limited to
the exact details of construction shown and described, for obvious
modifications will occur to a person skilled in the art.
* * * * *